Controlling mechanism for blowing-engines.



No. 818,064. PATENIED FEB :50, 1906.

' J, V. SYMONS. i

GONTROLLNG MBGHANISM POR BLOWNG ENGINES,

4 SHEETS-SHEET l.

gw 'M o, W iw y n w w W .I ab# No. 813,064. PATENTED PEB. 20, 1906.

y J. V. SYMONS.

GONTROLLING MBHANISM FOR BLGWING ENGINES.

- APPLXGATEON FILED T1AY18,1905. 7

4 SHEETS--SHEBT 2 K nu 2 RM E UL .D E m1. N mL l An. D..

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UONTROLLINGMECHANISM `EOR BLOWING ENGNES.

APPLICATION FILED MAY 1S. 1905.

4 SHEETS-SH'EET 3.

No. 818,064. PATENTED FEB. 20, 10064 J. V. SYMONS.

GO'NTROLLING MECHANISM POR BLOWING ENGINES.

APPLICATION FILED MAY 18, 1905.

4 SHEBTSSHBBT 4 inder in' the usual manner. A suitable pasface of the actuating-cylinder is the crosshead guide 19, in suitable ways in which slides'the cross-head 20. 4The cam 21 is se-,

cured to the shaft 22, mounted in bearings forming a part of the cross-head guide, and contacts with the rollers 23, carried by the cross-head. The inner end 24 of the crosshead is made as afpistonand its into the cyli., rever inder 25, formed in the actuating-piston 17, thus constituting a dash-pot, which serves to cushion the outlet-valve4 as it reaches the limit of its movement. The shaft 22 carries at its outer end the rocker-arm 26, which is connected with and receives its motion from the eccentric-strap of the eccentric 10 on the main shaft by means of suitable connectingrods, rockerarms, and levers. When the cam 21 is rocked from the position shown in Fig. 3, the cross-head 20 is moved away Jrom the actuating-piston, as shown in Fig. 4, thus leaving the actuating-piston Jree to be moved by the. air from the air-cylinder, as above described-,to open the outlet-valve. At the com'- pletio of the stroke the cam 2'1 is rockedin the direction, moving. the cross-Head, the actuating piston, with which it contacts, and the outlet-valve to the closed position, as shown in Fig. 3.

The lower outlet-valve is substantially identical in construction with thc upper one, except that it is adapted to be placed in an inverted position, and it is operated in precisely the same manner. It is opened at the `pro er time by air passing through the pipe .27 om the air-cylinder to the actuating-cylinder and is closed by the cross-head 28, operated by the eccentric 10 through the intermediacy of suitable connections.

The inlet-valves (not shown) are made substantially like the corresponding outletvalves, except that they are larger. They are connected directl with the'cross-heads 29, respectively, whic are similar to and are operated in the same manner as cross-heads 20 and 28. By these means the inlet-"valves are both opened and closed by mechanical means.

As it is customary to havea large amount of air under pressure in the blast-mains and as several engines are ordinarily discharging air into the saine main, it will readily be seen in view of the foregoing description that any of the engines may be'driven backward by the air underpressure in the blast-main when ortion of it may pass into the-actuatthe steam is shut o said engine or theriirj-7 tive force removed byonefcause or another,

for the engine would not come to a standstill with bot'h outlet-valves entirely closed cX- cept possibl in rare instances'. Whenuit is desired to s ut the engine down, thefteam. must be shut off and the blast-valve closed simultaneously, which of course requires at least two men and considerable time and careful attention. By blast-valve I mean the customary valve located in the blast-pipe which conducts air under pressure from't. e blowing-engine to the larger pipe orblastmain, into which latter severa engines may be discharging air for any use fto which airblastma be put. If one man undertakes to shut t e engine down, he must first shut off the steam' and then close the blast-valve, during the interval between which o erations the engine will have attained a angerous speed in a reverse direction, since there is no resistance except. its own friction. In case an accident happlens such that the motive force is removed wlt the engine will probably-have attained such a speed in a reverse direction by the' time it is noticed that no one would dare 'attempt to close the blast-valve. The further damaging or wreckin of the engine would consequently result. T ese conditions obtainA es ecially where such engines are connected to t e samel blast-main, for then the pressure in the blastmain would be maintained indefinitely after out the engineer s knowledge,l

the steam has been shut orf froml one or more engines, While others remained in o eration. To prevent such a circumstance, t e blastmains have often been providedwithl checkvvalves or valves. operating in a similar manner. Outlet-valves adapted to be closed and held closed by the pressure of air in the main have also been used. All of lsuch valves, however, are impracticable in blowingengines of very large size in consequence of their enormous dimensions and ra id deterioration. I accomplish the desire resi lt in a very e'flicient manner by providing meiins for preventing the opening of the outlet-valves upon the retrograde movement of the engine. In the present embodiment of my invention I provide means for shutting off the passageways leading from the air-cylinder to the actuating-cylinders at such a time. The ipes 18 and 27 are each furnished with controllingvalves 30, which areso located and arranged that the air is permitted to pass from the aircylinder to the actuating-c linders when the engine is running forward, ut not when it is running in the reverse direction. A by-pass 3l having a check-valve 32, is connected With eachof these pipes on each side of controllingvalves 30, w ich permits the air cau ht 1n the actuating-cylinders to escape baci into thelair-cylinder when the valves are closed. Frm the above it will be readily seen that if the controlling-valve 30 be closed no air can IOO 'with the "ain-cylinder and the main shaft, of n outlet-Valve for'the air-cylinder, en actumng-eylinder fol'- said yalveya passageway eeuneetng said ectuatngwylnner mth the afm-@Erllndelj1 a Controlling-vulve in said passage-wey, e .hy-pass fer said controlling- Valve, e, cheek-valve in said by-pass, e leve` fernlnsng said controlling-Valve; a ratcheteluteh on the mein. shaft epemtive @nl y when. the engine' is run backward, e rock-shaft com nected with Suid elute'lx, o, Rucker-arm on said reek'ssl.efb, ab friction-clutch interposed besiepe@ tween seid rocker-amend seid roekshaft, a conneemon between sind roekenarm and sald levernnd means for returnn said'lever and 15 JOI-.lNSON V. SYMONS.

Witnesses:

ELMERUSEAVEY, CHAS. N. CHAMBERS. 

